Robotic vehicle servicing system

ABSTRACT

An automated system is provided for servicing a vehicle and its occupants. An identification signal is communicated either while the vehicle is approaching the terminal or upon arrival and a control signal is then generated beginning and terminating the requested servicing and maintaining control over the operation. Vehicle servicing, such as fueling and washing can be provided robotically to the vehicle without the vehicle occupants being required to emerge from the vehicle or become physically involved in its implementation. Payment is automatically charged to the customers account. Other services, such as sales to the vehicle occupants can be obtained using a single identification and control unit either in the vehicle or outside of it.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of application Ser. No.09/057,596 filed Apr. 9, 1998, the contents of which are hereinincorporated by reference.

BACKGROUND OF THE INVENTION

The present invention is directed to an automated system forconveniently and safely receiving payment authorization and providingservicing to vehicles and their occupants without the need for theoccupants to leave the vehicle. More particularly, the present inventioninvolves a vehicle servicing system which requires a multi-stageauthorization and payment system while retaining control of the actualservicing function with the vehicle occupants; and, in particular, isconcerned with control systems for conveniently authorizing,controlling, and arranging payment for servicing of vehicles and theiroccupants.

Large scale use of the automobile and other motorized vehicles hasprofoundly changed the life style of the population. Large segments ofthe population can now with ease travel rapidly over expanded distancesboth for employment and pleasure and more or less at any time of theirchoosing. This greatly enhanced convenience brought about by the motorvehicle has, however, also resulted in the need to devote time andattention to the maintenance of these motor vehicles including theirrefueling, washing, or otherwise maintaining the vehicles in the desiredcondition. The increasing time spent in the automobile has also madeestablishments specializing in the fueling and maintenance ofautomobiles convenient retail centers for merchandise not alwaysdirectly associated with the automobile.

Stopping at establishments which specialize in the goods and servicesneeded to keep motor vehicles functioning is not, however, for mostindividuals, considered an entertaining or desirable aspect of using amotor vehicle. In particular, stopping for refueling or other vehicleneeds, such as washing, is generally considered something of a nuisance.

It is not surprising that attention has been directed to various systemsfor speeding up and facilitating the servicing of motor vehicles as wellas to attending more efficiently to some of the needs of the occupantsof the motor vehicles. Primarily, this attention has been directed tothe development of more efficient and speedier techniques for refuelingmotor vehicles.

Initially, a great number of service stations in the United Statesconverted over from being full service facilities where attendantsfueled the car, checked the oil and other fluids, and washed the windshield to self service facilities in which the customer was required toget out of his vehicle and attend to these matters himself with paymentbeing accepted at a remote location. While such self service facilitieshave been widely accepted, in part at least because of the reduced costof the fuel being purchased, this approach has not been without itsdisadvantages. For one, not all customers find it appealing to have toemerge from their vehicles and attend to even this level of servicing.Further, the entire procedure can be time consuming and otherwiseannoying to the motorist in a hurry, and can expose him or her tounwanted attention from passing motorists.

One approach to facilitating and expediting the servicing of motorvehicles at service stations has been the development of the remote,automated system of payment whereby, for example, a card is presented toan automated device located by the fuel dispenser to record and chargeto the customer's account the sale of fuel. Such systems, whileexpediting payment for the fuel, do not contribute to facilitating theactual transfer of fuel into the vehicle. Another system that has beendeveloped uses radio frequency identification technology toautomatically identify a customer with little or no customer interactionin order to authorize the sale of products or services to the customerand to subsequently bill the customer account for those products andservices. Automated dispensing systems have also come into limited use,particularly in Europe, for automatically dispensing fuel into thevehicle's tank by means of a robotic pump once the vehicle is parkedalong side the dispenser and appropriate authorization is received.Generally, however, while providing a faster and less physicallytroublesome method for payment and delivery of fuel and other servicesto a motor vehicle, these systems have had several disadvantages. Insome cases, the customer is still required to physically emerge from thevehicle and to perform the actual function of fueling his vehicle alongwith any other desired service. Additionally, in most instances thecustomer is required to perform a multitude of functions, and has oftenretained only limited ability to control the progress of those functionsespecially at critical points such as when the actual refueling of thevehicle is in progress. Further, the extreme complexity of some systemshas not only made their cost prohibitive, but increased the likelihoodof failure at one stage or another of the fueling process.

Accordingly, there is a need for a system for servicing vehicles and theoccupants of the vehicles that combines the convenience of automatedsystems with the safety and versatility of customer control over actualautomated fuel transfer and other service functions. There is a furtherneed for a system for servicing motor vehicles, that allows interventionof the vehicle occupant in the service function while at the same timeproviding a convenient, simplified vehicle servicing system that doesnot require the vehicle occupants to actually emerge from the vehicle orbecome overly burdened by associated matters such as payment andauthorization.

SUMMARY OF THE INVENTION

To achieve these advantages and in accordance with the purpose of theinvention, as embodied and broadly described, the invention comprisessystems for servicing of a motor vehicle and providing services to itsoccupants that allow the occupant of the vehicle both to initiate and tocontrol remotely the servicing from the vehicle without having to emergefrom the vehicle and while retaining control of the actual servicingoperation or from a position proximate to the vehicle and serviceterminal.

In one embodiment, the invention provides a system for allowing theoccupant of a vehicle to authorize payment and initiate and controlservicing of the vehicle and its occupants comprising a customeridentification and processing unit for retaining and transmittingcustomer identification data and for producing a signal approvingservicing of the vehicle and its occupants in response to a receivedidentification signal from the vehicle or its occupants either in thevehicle or proximate to it; an automatic servicing unit operativelyconnected to the identification and processing unit for servicing thevehicle and its occupants upon receipt of an authorization signal andthe approval signal from the identification and processing unit; asignal communicator for producing the identification signal and forproducing the authorization signal that actually controls the servicingfunction.

In one aspect, the communicator for producing the identification andauthorization signal is a single, integrated unit. The single,integrated unit, which is hand-held, can transmit, in response to asignal received within a predetermined distance from the identificationand processing unit, an identification signal that is receivable at thedispensing station, and a second authorization signal under control of avehicle occupant to control servicing. Alternatively, the single,hand-held unit can be totally under control of the vehicle occupant andtransmit the identification signal only on command. The term vehicleoccupant is intended to include any passengers or the operator of thevehicle, either within the vehicle or outside but proximate to thevehicle and service terminal.

In another aspect, authorization and identification for servicing andbilling for goods and services is transmitted by means of a first signalproduced by a unit in the vehicle when the vehicle is within apredetermined distance from the dispensing station; and a second,separate signal, which is manually controlled by the vehicle occupant,is transmitted from a second unit to control the actual servicing, whichincludes initiating and terminating fueling and selection of fuel grade,once the vehicle is parked in the appropriate location proximate thedispensing station.

In another aspect, alternative authorization and billing are providedfor at the dispensing station, in addition to the first signal. Thesecond, manually controlled signal and the alternative authorization andbilling signal at the dispensing station preferably are provided by asingle, hand-operated device that is controlled by a vehicle occupant.

In a further aspect of the invention, the automatic servicing unitincludes an automatic fuel dispenser for supplying fuel to the vehiclewhich includes means for transferring fuel from bulk storage to an inletof a fuel tank in the vehicle, the transfer means including a moveabledispensing head and associated nozzle, guidance means for directing thedispensing head and nozzle toward the fuel tank inlet, and engagementmeans for engaging and disengaging the nozzle and the fuel tank inlet.

In still another embodiment of the invention, a method is provided forsafely and efficiently providing for payment and servicing to a motorvehicle and its occupants in which the occupant of a vehicle initiatesand controls payment authorization and servicing of the vehicle and itsoccupants. The method comprises the steps of generating a first signalby positioning the vehicle within a predetermined range of theidentification and processing unit, transmitting customer identificationdata by means of a customer identification and processing unit thatproduces an approval signal approving servicing of the vehicle and itsoccupants in response to the first signal from the vehicle, initiating asecond authorization and control signal from the vehicle to commence andcontrol actual servicing, and servicing the vehicle and its occupantsupon receipt of a second authorization and control signal and theapproval signal form the identification and processing unit.

In further embodiments, the servicing provided in accordance with theinvention may include, in addition to fueling the vehicle, otherservices such as washing the vehicle, providing merchandise to thevehicle occupants, and providing various information to the vehicleoccupants, for example, answers to inquiries regarding directions andaccommodations.

Additional features and advantages of the invention will be set forth inthe description which follows, and in part will be apparent from thedescription or may be learned by practice of the invention. Theobjectives and other advantages of the invention will be realized andattained by the apparatus particularly pointed out in the writtendescription and claims hereof as well as the appended drawings.

It is to be understood that the foregoing general description and thefollowing detailed description are exemplary and explanatory and areintended to provide further explanation of the invention as claimed.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings are included to provide a furtherunderstanding of the invention and are incorporated in and constitute apart of this specification. The drawings illustrate several embodimentsof the invention and together with the description serve to explain theprinciples of the invention.

FIG. 1 is a schematic block diagram illustrating an overhead view of aservice station equipped in accordance with the present invention.

FIG. 2 is a graph plotting transponder capacitor voltage with respect totime for a transponder used with the system of FIG. 1.

FIG. 3A is a partial rear perspective view of a vehicle illustrating theplacement of a vehicle-mounted transponder used with the system of FIG.1.

FIG. 3B illustrates a card hand-held transponder and a key ringhand-held transponder used with the system of FIG. 1.

FIG. 4A is a side view of a dispenser used with the system of FIG. 1.

FIG. 4B is an end view of the dispenser of FIG. 4A.

FIG. 5A is a side view of another embodiment of a dispenser used withthe system of FIG. 1.

FIG. 5B is an end view of the dispenser of FIG. 5A.

FIGS. 6A and 6B are schematic block diagrams illustrating components ofa dispenser for connection to a host computer used with the system ofFIG. 1.

FIG. 7 is a schematic block diagram of the site wiring between readersand the host computer of the system of FIG. 1.

FIG. 8 is a schematic representation of a service station environmentand the arrangement of dispensers therein illustrating a readersynchronization strategy for the system of FIG. 1.

FIGS. 9 and 10 are flowcharts illustrating the user operation of thesystem of FIG. 1.

FIG. 11 is a diagram illustrating the major software tasks andsubsystems involved in the handling of a customer identification (CID)transaction for the system of FIG. 1.

FIG. 12 is a diagram illustrating the Transponder Reader Task's DataFlow for the system of FIG. 1.

FIG. 13 is a diagram illustrating the Return on Status Change interfacefor the system of FIG. 1.

FIG. 14 is a diagram illustrating the Authorization Request and ReplyHandling for the system of FIG. 1.

FIG. 15 shows one embodiment of a general block diagram of the system ofthe present invention.

FIG. 16 shows a block diagram of the system in accordance with thepresent invention featuring one embodiment of the communication linksbetween the transmitter operated by the vehicle occupant and controlunits for controlling the supply of fuel to the vehicle.

FIG. 17 shows in more detail an embodiment of the communication systemin accordance with the invention.

FIG. 18 shows a flow chart of an embodiment of an operating sequence inaccordance the system of the invention.

FIG. 19 is a perspective view of a hand-held unit for generating thesecond control signal and, optionally an authorization andidentification signal according to the invention.

DETAILED DESCRIPTION OF THE INVENTION

In accordance with the invention, a dual stage, automated system andmethod are provided for conveniently allowing the occupant of a vehicleto pay for, initiate and control servicing of the vehicle and itsoccupants. The invention comprises a customer identification andprocessing unit, which maintains and transmits customer identificationdata. The customer identification and processing unit approves paymentand servicing of the vehicle and its occupants in response to a firstsignal which can be transmitted continuously and received within apredetermined range of the unit. The first signal is communicated eitheras the vehicle approaches the customer identification and processingunit or on arrival next to the unit. The first signal is generatedeither by a vehicle mounted or hand-held control device. The inventionalso comprises an automatic servicing unit operatively connected to theidentification and processing unit to provide service to the vehicle andits occupants once the vehicle is positioned and upon receipt of asecond signal from a vehicle occupant following approval from theidentification and processing unit. The second signal is entirelycontrolled by an occupant of the vehicle and is initiated by a hand-heldor vehicle-mounted device. The first and second signal generation meansmay also be in a single unit which may permit total occupant control ofboth signals or of only the second signal with the first signalcontinuously generated and received within a predetermined distance fromthe identification and processing unit. Included within the servicingcontemplated by the invention are various activities in connection withthe vehicle itself such as fueling and washing, as well as providingmerchandise to the vehicle's occupants.

Reference will now be made in detail to the present preferredembodiments of the invention, examples of which are illustrated in theaccompanying drawings.

In FIG. 1, reference numeral 2 refers to a vehicle and customerservicing system embodying features of the present invention. The system2 initially electronically identifies a vehicle 24 when the vehicle 26is within a predetermined distance of the station, authorizes atransaction involving the purchase of goods or services by a customerwithin the vehicle 26, and subsequently bills or authorizes billing thecustomer's account for the services and goods. The system 2 then allowscustomers to pump fuel from a robotic pump 9 or secure other serviceswithout having to leave the vehicle, roll down a vehicle window, or goinside the service station building to pay for the fuel or other goodsor services. As explained further below, the system 2 may also be usedfor other services at the station such as a car wash station or facility6, or for obtaining merchandise from a convenience store 10.

In one embodiment (FIG. 1), the system 2 is implemented in a servicestation environment that includes two service islands 12, each havingtwo dispensers 14, it being understood that the number of islands anddispenses, as well as their geometry and relationship to one another,may vary according to the requirements of the environment. Communicationand synchronization lines, discussed more fully below, connect thedispensers 14 to a host computer 16 for controlling operation of thedispensers and to car wash station 6. An additional site 10,representing a food service, payment station or other amenity, is alsoconnected to the computer 16. It is understood that each of thedispensers 14 includes a dispensing area on each of the opposing sidesof the dispenser, each of which has at least one robotic fuel pump 9mounted on rail or track 8 for positioning relative to the vehicle and acustomer activated terminal (CAT) (not shown) and for performingdispensing functions as well as the functions to be described in detailbelow. It is also understood that the computer 16 may be connected to anetwork (not shown) for performing functions including, but not limitedto, customer billing verification. Proper positioning of the vehiclerelative to the fuel pump 9 is determined by a vehicle sensor 7 which isconnected to the computer 16. As discussed below, robotic pump 9 can beprovided with appropriate sensors to locate the fuel port on thevehicle. Further details relating to the robotic fueling pump of theinvention are described in U.S. Pat. Nos. 5,638,875 and 5,393,195, bothto Corfitsen and both incorporated herein by reference.

Customer Identification Processing Units

Radio frequency customer identification processing units (PU) 20 areincluded with each of the dispensers 12 and with the site 18 (notshown). Connected to each PU 20, and mounted to each fuel dispenser 14,are four antennas: two (2) long-range antennas 22A, 22B mounted to thetop of the dispenser 14 (on each opposing side thereof for detectingvehicle-mounted customer transponders 23 for producing a first,automatically generated identification signal, and two (2) short-rangeantennas 24A, 24B mounted inside the head of the dispenser 14, one oneach side of the dispenser, for detecting a hand-held customertransponder 25, shown in FIG. 3B when used essentially at the dispensersite. As discussed in detail below, each PU 20 polls the four antennas22A, 22B, 24A, 24B of each dispenser 14, sending power pulses to theantennas, reading the customer identification (CID) data detected by theantennas from the transponders (e.g., the transponders 23 or 25) andsending the data to the host computer 16. For example, it iscontemplated that a vehicle 26 entering a dispensing area in front ofone of the fuel dispensers 14 will include a transponder 23 mountedthereto such that the long-range antenna 22B on the dispenser 14 nearestthe vehicle will read the CID data contained in the transponder.

Transponders 23, 25, and antennas 22A, 22B, 24A, 24B, and PU 20 used inthe system 10 are available from Texas Instruments Incorporated ofDallas, Tex. under the TIRIS™ (Texas Instruments Registration andIdentification Systems) product line. Information about these componentsis publicly available from Texas Instruments Incorporated and shouldenable those of ordinary skill in the art to make and use the system 10,following the description set forth in this specification to achievedesired functionalities.

The transponders 23, 25, and radio frequency identification tags (RFIDtags) may either be mounted to the customers' cars or may be hand-held,key ring/chain or credit card style units. The transponders 23 and 25contain customer identification (CID) data that is broadcast in responseto receiving a predetermined radio frequency (“RF”) wave (i.e., a powerpulse). The RF wave is sent by a PU 20 housed in one or more of thedispensers 14. The antennas 22A, 22B, 24A, 24B mounted to the dispensers14 read the broadcast data and send the data to the PU 20 for decodingand further transmission to the host computer 16 or also to a networkwhere the data can be verified and the customer billed after completionof the fueling or other purchase.

The processing units 20 send out periodic, low frequency, power pulsesof approximately 134.2 kHz to the antennas 22A, 22B, 24A, 24B. Theantennas 22A, 22B, 24A, 24B in turn direct the electromagnetic fieldsgenerated by the power pulses to particular areas adjacent thedispensers. A power pulse lasts approximately 50 milliseconds (ms) andmay be generated every 90 ms to 140 ms.

When a transponder 23, 25 enters the electromagnetic field, the energyis collected by an antenna (not shown) in the transponder and stored ina small capacitor (also not shown). After the power pulse is completed,the transponder 23, 25 transmits the customer identification data usingthe energy stored in the capacitor, or, alternatively, a separate energysource such as a battery. The antennas 22A, 22B, 24A, 24B mounted to thedispensers 14 read the data broadcast from the transponder 23 or 25 andsend the data to the PU 20 for decoding and further transmission to thehost computer 16 or a network where the data can be verified and thecustomer billed after completion of the fueling or other purchase.

FIG. 2 graphically illustrates the operation of a transponder 23 or 25in cooperation with a reader 20. Responsive to a PU 20 emitting a powerpulse (typically occurring for 50 ms), the transponder 23 or 25 (ifwithin range) will be charged as indicated by the increase in thevoltage potential of its capacitor (not shown). Once charged, thetransponder 23 or 25 then emits a response signal (lasting about 20 ms)thereby sending its customer identification data to the PU 20. In totalabout 128 bits are transmitted which are picked up by the antenna (e.g.,one of antennas 22A, 22B, 24A, 24B) of the PU 20 and then are decoded.Once the data has been sent, the transponder 23 or 25 continues todischarge its storage capacitor thereby resetting the transponder tomake it ready for the next read cycle. The period between thetransmission pulses is known as the “sync time” and lasts for about 20ms, depending upon the chosen criteria. The next power pulse may betransmitted approximately 20 ms to 50 ms after the transponder 23 or 25has completed transmitting the data. As explained further below, thesync time between pulses is used to coordinate the transmission of thepower pulses through the various antennas 22A, 22B, 24A, 24B of thesystem 10.

Referring again to FIG. 1, it is understood that the illustration is notnecessarily drawn to scale. Each fuel dispenser 14 can have two separatedispensing areas, one on each side of the dispenser 14, where the fuelnozzles and registers are located. As indicated above, each dispensingarea typically also has a customer activated terminal (“CAT”) that acustomer uses to make selections such as type of payment and wheremessages may be displayed to the customer. Other possible arrangementsof the system 2 include environments with more than two service islands,not necessarily parallel to one another, or arrangements in which theislands form a circle with inner and outer rows or islands.

Referring to FIG. 3A, the vehicle-mounted transponder 23 may be mountedto the rear window 28 of the vehicle 26 preferably near the side of thevehicle where the fuel door 30 is located. In FIG. 3A, thevehicle-mounted transponder 23 is positioned approximately two (2)inches from the top 32 and side 34 edges of the rear window glass. Thevehicle-mounted transponder 23 may be applied to the window 28 withadhesive-backed VELCRO® pads. One pad is adhered to the transponder 23and another is adhered to the inside surface of the vehicle window 28.Although the vehicle-mounted transponder 23 has been described herein asbeing positioned on the rear window 28 of the vehicle 26, otherlocations such as a side window may be suitable depending upon theparticular arrangement of the long-range antennas 22A, 22B. Furthermore,other means for mounting the transponder 23 to the vehicle may be used.

FIG. 3B illustrates two variations of a hand-held transponder 25 which acustomer can wave in front of one of the short-range antennas 24A, 24Bmounted on the opposing sides of the dispenser 14. The hand-heldtransponder 25 may be a key ring or chain style unit 25A or a creditcard style unit 25B, or have a different suitable hand-held form.Variations in the shape and size of the transponder 25 are contemplated.Frequently, the hand-held transponder will be of the “passive” typeheretofore described that receives and stores energy from the processingunit in order to transmit back billing or other data.

FIGS. 4A and 4B illustrate a mounting arrangement for the four antennas22A, 22B, 24A, 24B on a dispenser 14. The two long-range antennas 22A,22B, are preferably mounted to a top 36 of the dispenser 14. Onelong-range antenna 22A or 22B extends outwardly from each side 38A or38B of the dispenser 14 so that the plane of the antenna issubstantially perpendicular to the side 38A or 38B of the dispenser 14.The antennas 22A, 22B transmit equally well from either side of theantenna, perpendicular to the plane of the antenna. The antennas 22A,22B, therefore, are aligned so that the electromagnetic field generatedfrom one side of the antenna is directed toward the dispensing area fora vehicle on the appropriate fueling side of the dispenser 14, and theelectromagnetic field from the other side of the antenna is directed upand away from the other side of the dispenser 14 as shown.

The top 36 of the dispenser location provides the optimum performancefor reading vehicle-mounted transponders 23. This location andorientation of the long range antennas 22A, 22B also eliminates anyproblems associated with reading a vehicle-mounted transponder 23 of avehicle located on the opposite side oil the dispenser 14. Furthermore,with this location and orientation, the radio frequency waves are lesslikely to reach the fueling areas of adjacent service islands 12.

The short-range, or key ring/credit card style transponder antennas 24A,24B are preferably mounted within the dispenser 14 head behindcorresponding authorization lights 45A, 45B. The authorization lights45A, 45B advise the customer that he or she is authorized to pump fuel.One short-range antenna 24A or 24B is positioned on either side 34A or34B, respectively, of the dispenser 14 as shown in FIG. 2B. The antennas24A, 24B are also positioned near opposing ends 46 of the dispenser 14as shown in FIG. 2A. This positioning of the antennas 24A, 24B helpsprevent the reading of transponders from the wrong side of the dispenser14. In another embodiment, the authorization lights 45A, 45B can belocated apart from the dispenser 12 or in different locations on thedispenser.

FIG. 4A also shows the customer-activated-terminal (“CAT”) on thedispenser 12. The CAT includes a display 50 where messages may bepresented to the customer.

FIGS. 5A and 5B illustrate a second possible arrangement of the antennason the dispensers. In this embodiment, the long-range antennas 22A′,22B′ are mounted to the top of the dispenser 14′ and extend outwardlyfrom the sides 38A′, 38B′ of the dispenser 14′ at an upward angle asshown in FIG. 5B. The electromagnetic fields are directed from one sideof the antenna toward the appropriate fueling area and are directed upand away from the other side. The short-range antennas 24A′, 24B′ ofthis embodiment are arranged in a similar manner as the short-rangeantennas of the first embodiment.

The transponders 23 and 25 may be read only (R/O), low frequency RFIDtags containing a 64-bit customer identification code and are availablefrom Texas Instruments, Inc. Alternatively, the transponders 23, 25 maybe read/write (R/W), low frequency RFID tags with a range of differentmemory capacities. Such R/W transponders are available from TexasInstruments, Inc. The customer identification codes (CIDs) on the RIWtransponders may be changed or other data added for business and/orsecurity purposes. For example, the number of times in a day that avehicle-mounted transponder is used for a fueling transaction at aparticular service station or locality can be tracked and written to thetransponder 23, 25. This information can be used for various reasonsincluding limiting the number of times that a vehicle-mountedtransponder can be used in a day. Furthermore, personal preferenceinformation related to the buying experience may be written to thetransponder. Likewise, the transponder can be connectable by a suitableinterface to microprocessors such as a vehicle's onboard computer sothat, in cooperation with the system 10, information can be written tothe transponder and then displayed to the customer while fueling (e.g.,fuel economy calculations, miles traveled since last fill up, engineconditions and the like).

Generally, those systems having a battery to provide the power sourcewill have greater range than passive systems using energy received fromthe terminal and stored in a capacitor. The actual reading range ordistance for the antenna/transponder combinations depends upon suchcriteria as transponder size and type, antenna size and type,transponder and antenna orientation, and electromagnetic noise. Acombination of a long-range antenna 22A or 22B mounted to the top of thedispenser 14 and a vehicle-mounted customer transponder 23 preferablyprovides a read range of up to approximately seven (7) feet measuredfrom the side face of the dispenser 14. The combination of a short-rangeantenna 24A, 24B located in the dispenser 14 head and a key-ring orcredit card style customer transponder 25 preferably provides a readrange of zero (0) to four (4) to six (6) inches.

Table 1 below shows preferred read ranges for the vehicle-mountedtransponder/antenna combination and the key chain/credit cardtransponder/antenna combination in one embodiment.

TABLE I Read Range^(a) Transponder Type On Side Off Side Vehicle MountedDepth^(b): 18 inches Minimum: 60 inches Ideal: 84 inches Width: 42 to 60inches Height^(c): 39 to 60 inches Key Chain/Credit Card Bezel surfaceto 0 to 4 No reads allowed to 6 inches^(d) ^(a)Measured from bezelsurface ^(b)Measured perpendicular to the side of the dispenser^(c)Measured from the base of the dispenser ^(d)Measured perpendicularto the side of the dispenser

FIG. 6A is a schematic block diagram illustrating hardware details of adispenser 14 for the system 10. The two long-range antennas 22A, 22B(each labeled as “TOP OF DISPENSER ANTENNA”) are mounted to the top 36(FIG. 4A) of the dispenser 14 in a “safe area” 57. An antenna conduitassembly 60 extends through 25 a “dispenser uprights” section 58 and a“dispenser hydraulic” section 59 to a “dispenser head safe area” 61 forconnecting the long-range antennas 22A, 22B to a multiplexer 62 (“MUX”).The multiplexer 62 is housed in the dispenser head safe area 61 alongwith the PU 20. The dispenser head safe area 61 is separated from thehydraulic section 59 by a vapor barrier 64.

Also housed in the dispenser head safe area 61 and coupled to themultiplexer 62 are the short-range antennas 24A, 24B (each labeled “KEYRING ANTENNA”). The multiplexer 62 controls the transmission of theenergy pulses from the antennas 22A, 22B, 24A, 24B. A synchronization(“SYNC”) line 66 provides the coordination commands to the multiplexer62 for transmitting power pulses. A radio frequency (“RF”) line 68provides the low frequency, FM power pulses that are transmitted by theantennas 22A, 22B, 24A, 24B.

The multiplexer 62 and PU 20 are both coupled to the authorizationlights 45A, 45B for controlling the activation of the lights. The PU 20is coupled to the host computer 16 (FIG. 1A) via a communications(“COMM”) line 72 and to the other readers 20 via a synchronization(“SYNC”) line 74. A power supply 76 housed in the dispenser 14 headprovides power to the PU 20, the multiplexer 62 and the authorizationlights 45A, 45B. The power supply 76 is also coupled to an outside powersource via a power line 78. A main conduit assembly 80 supports andprotects the communication line 72, the sync line 74, and the power line78 which are fed to a main junction box 82 coupled a to the powerstorage source and the host computer 16.

FIG. 6B is a schematic illustrating the signal flow between the hostcomputer 16, the dispenser 14 and the antennas 22A, 22B, 24A, 24Bconnected to the antennas through the MUX 62. Each PU 20 includes amicroprocessor (not shown) and programming instructions (i.e., software,not shown) for causing the power pulses to be generated by the antennas22A, 24A, 22B, 24B through the channels of the MUX 62 that connect eachantenna to the reader. To be properly synchronized, for reasonsdescribed below, all of the processing units 20 in the system 10 mustcycle through the MUX 62 channels to activate the antennas 22A, 24A,22B, 24B attached thereto in a predefined, coordinated sequence. Forexample, in the illustrated embodiment each PU 20 includes a MUX 62 withfour channels wherein each channel 1-4 is connected to a differentantenna 1-4 (e.g., antennas 22A, 24A, 22B, 24B). Synchronized operation,as explained below, therefore requires that all of the PU 20 generate acharge pulse on channel 1 at the same time, on channel 2 at the sametime, on channel 3 at the same time and on channel 4 at the same time.If one reader generated a charge pulse on channel 1 while another PU 20generated a charge pulse on channel 3, or if the PUs 20 each operated togenerate pulses on any of the channels independently of the otherreaders, then the readers would be out of synchronization. To keep allof the PUs 20 in synchronization, the sync line 74 (FIGS. 6A and 7)connected to each of the PUs 20 instructs the MUX 62 in each reader(through the sync line 66) when to generate a charge pulse and on whatchannel to generate it.

FIG. 6A further illustrates the communication between payment terminaland pump controller circuitry and the host computer 16. The paymentterminal may be a customer activated terminal (CAT) and the pumpcontroller circuitry responds to instructions from the host computer 16and the payment terminal for dispensing fuel from the dispenser 14.

FIG. 7 further illustrates the site wiring for the system 10 showing thecommunication line 72 and sync line 74 connections among the multiplePUs 20. The timing signals for coordinating the transmission of powerpulses from PUs 20 (labeled with numbers 1, 2, 3 and n) are carried bythe sync line 74. The coordination of the transmission of the powerpulses from the various PUs 20 is discussed further below. Any number ofthe PUs 20 is contemplated. While not shown, it is understood that eachPU 20 includes a radio frequency module and a control module. The radiofrequency module generates the power pulses and receives the databroadcast from the transponders 23, 25. The control module has amicroprocessor that decodes and processes the transponder data andcommunicates with the host computer 16.

Preferably, the PUs 20 are interconnected on an RS-485 loop to providesynchronization of the transmit/receive cycle. This link ensures thatall dispenser 14 locations are activating like antenna positions tominimize interference from each other, as described below. While notshown, RS232-485 converters interconnect the host computer 16 with thePUs 20.

Synchronization of the Readers

FIGS. 8-10 illustrate details concerning synchronization of the readers20 within the system 10 to avoid crosstalk among the transponders 23that could result in erroneously billing a customer for services neverreceived.

In FIG. 8, a simplified schematic of the system 10 is shown in which thedispensers 14 are labeled as pumps I, II, III, and IV and havecorresponding PUs 20-1 to 20-4, each with antennas A and B on oppositesides of the pump. To illustrate the crosstalk problem, the readers inpumps I and IlI are unsynchronized thus demonstrating the potential forcrosstalk caused by a transponder X being charged by one of the readerswhen the transponder X is located between the pumps. In contrast, thereaders in pumps II and IV are synchronized thus solving the crosstalkproblem for a transponder Y located between the pumps.

Pumps I and III send out power pulses from antennas B and A,respectively, thereby causing the potential for one or both of them tocharge the transponder X, even though the transponder X is closer topump I. Each of the antennas B and A emitting power pulses generate anenergy field extending from the antenna, as represented by lines in thefigure. The energy field in front of each antenna includes a “nearfield” region, a “far field” region, and a “transition zone”therebetween (not shown). There are no sharp dividing lines between thethree regions and somewhat arbitrary limits are set for each regionbased upon the way in which energy spreads as the distance from theantenna increases. In one example, the near field region generallyextends out from the antenna to a distance of 11D²/82=A/22 where D=thediameter of the antenna, and A=area of antenna aperture. The distance ofthe far field region is about five times the length of the near fieldregion and occurs at a distance of roughly 2D/22. The transition zone isthe region therebetween. As shown in FIG. 8, the possibility exists foroverlap of the transition zones or far field regions of the antennas Band A for pumps I and III when the antennas emit power pulsessimultaneously.

In looking at the power pulses emitted from pumps I and III, it is mostlikely that the Transponder X will be charged by antenna B in pump I,because the transponder is relatively far from pump III; however, it mayend up being charged by the overlap of power pulses from both pumps Iand III even in a situation where the transponder is too far from eitherpump to be charged by antenna B or antenna A alone. This can occur whenthe energy in the overlapping transition zone or far field regions ofthe antennas, by virtue of their combined strength, is sufficientlyhigh. Once the power pulses are completed, if the transponder X receivessufficient energy it will transmit its data in response. Even thoughpump I is closest to the Transponder X, it is possible that pump IIIwill also receive the response, thereby resulting in crosstalk.

Pumps II and IV send out power pulses from their antennas A and B,respectively. Transponder Y is too far away to be charged by the energyfield generated by pump IV alone; and it will not be charged by pump II,since the power pulse from pump II is not in a direction facing thetransponder. Transponder Y will only be charged when it receives a powerpulse from antenna B on pump II (which will then be the only antennareceiving a response). Such a synchronized system provides betterseparation and higher confidence that the proper response is coming fromthe correct transponder 23.

Thus synchronization of the system 10 is accomplished when the PUs 20selectively send out power pulses so that all the antennas facing thesame general direction (e.g., all antennas facing north, or facingsouth, or facing east, or facing west) send out a pulse at the sametime, and all antennas facing different-directions do not send outpulses at that time. This synchronization is accomplished by the PUs 20transmitting pulses from antennas facing one direction (e.g., antennasA) during the sync time (see FIG. 2) of the transmit/receive cycle ofantennas facing a different direction (e.g., antennas B).

Other synchronization arrangements are possible depending upon thenumber of pumps and their relationship to one another. In oneembodiment, the synchronization does not necessarily need to occur forall antennas but instead will occur only in the case of antennas fordispensing areas that face each other where the energy fields in frontof the antennas might possibly overlap.

Referring also to FIG. 1, a synchronization strategy that preventsenergy fields from the different antennas from overlapping results wheneach PU 20 pulses antennas 22A at the same time, followed by antennas24A at the same time, followed by antennas 22B at the same time,followed by antennas 24B at the same time. The foregoing successive setsof antennas are pulsed during the sync time (or thereafter) followingthe data transmit cycle of transponders charged by the previous antennaset. In the strategy just described, antennas for car mountedtransponders 23 and hand-held transponders 25 alternate in theirpulsing, and pulsing only occurs on one side of each island 12 at a timeso that a vehicle located between the islands is not subject toreceiving pulses from opposite directions caused by overlapping energyfields. In this case, each “A” antenna (antenna 22A or 24A) (facing westas viewed in the drawing) sends out a pulse during the sync time of thetransmit/receive cycle of the previously pulsed “B” antenna (antenna 22Bor 24B) (facing east as viewed in the drawing), and vice-versa. Thisrepresents an antenna pulse sequence of: 22A, 24A, 22B, 24B. Alternativesequences include: 22A, 22B, 24A, 24B. Any other combination thereof isappropriate so long as “A” antennas and “B” antennas do not charge inthe same cycle.

Referring to FIGS. 6A, 6B and 7 discussed previously, operation of thereaders 20 will now be described in further detail with respect to animplementation of one or more of the synchronization strategiesmentioned above.

As indicated previously in FIG. 6B, each PU 20 includes a microprocessor(not shown) and programming instructions (i.e., software, not shown) forcausing the power pulses to be generated by the antennas 22A, 24A, 22B,24B through the MUX 62 channels that connect each antenna to the reader.To be properly synchronized, all of the PUs 20 in the system (FIG. 7)must cycle through the MUX 62 channels in synchronization. Synchronizedoperation requires that all of the PUs 20 generate a charge pulse onchannel 1 at the same time, on channel 2 at the same time, on channel 3at the same time and on channel 4 at the same time. It is understoodthat the specific synchronization strategy may be determined based uponwhich antenna 22A, 22B, 24A, 24B is connected to which channel 1-4. Thesync line 74 connected to each of the PUs 20 instructs the MUX 62 ineach reader (through the sync line 66) when to generate a charge pulseand on what channel to generate it for purposes of synchronization.

FIG. 7 illustrates how each PU 20 is instructed on the sync line 74 togenerate properly synchronized charge/read cycles. One of the PUs 20 isdesignated as the “master” reader and the remainder are designated as“slaves.” The master PU 20 generates a synchronization pulse on the syncline 74 which inversely follows its charge/read cycle. The slave PUs 20use the sync pulse to set up their charge/read timing. Assuming thecharge pulse is fixed at 50 ms and the transponder read is about 20-25ms, there should be no reason for variance. However, as illustrated theslave timing line 904 may result in a variance from the sync pulsebecause of message processing occurring in the slave PU 20. This has theunfortunate effect of changing the slave PU 20 processor's timing bylengthening the time it remains low. Hence synchronization can beadversely affected depending upon the loading of the individual PU 20,causing a reader to “drop out” of a charge/read cycle if it is unable tofinish its processing in time to catch the sync signal.

It will be appreciated that processing routines are written such thatmessage processing does not occur in a manner to inordinately slow downthe master PU 20.

Slowing down the master PU 20 is to be avoided since this will slow downthe entire system of PUs 20.

Referring to FIG. 7, communications on the comm line 72 between the PUs20 and the host computer 16 in the present embodiment are limitedbecause the readers are unable to communicate to the host computerduring the read cycle, i.e., when the reader is receiving informationfrom the transponders 23, 25. This problem is due, in part, to the lackof hardware resources available in the commercially available PUs 20(i.e., the TIRUS reader available from Texas Instruments Incorporated).

For example, the PU 20 lacks a universal asynchronousreceiver-transmitter (UART) to transmit/receive transponder data.Accordingly, the present embodiment implements a UART in the software(not shown) which is stored and executed within the PU 20. The softwarecauses communications between the host computer 16 and the PUs 20 onlywhen a PU 20 is implementing a charge cycle. During the charge cycle,the processor (not shown) in the reader is available for communicationson the line 72 while it is waiting for the 50 ms timer to transpire.Subsequently, once the PU 20 has finished charging the transponder 23,25, it will attempt to read information from it and to do this, serialinterrupts must be disabled for at least 20-25 ms. This is not a goodtime for host computer 16 communications to occur because thetransponder read will be garbled by the interrupt for host computercommunications.

The software within the PU 20 implements the UART function by onlyallowing the host computer 16 to communicate with the PU 20 on the commline 72 only when the sync line 74 is low, and adjusts the logic of thesync line such that a low sync line is a reliable indicator of whencharging is occurring. When the sync line 74 transitions from high tolow, the charge cycle for the reader commences. The sync line stays lowduring charging and the software then instructs the sync line totransition from low to high at the end of the charge cycle. Thus thesync line is low only when the charge cycle is occurring. By followingthe rule that the host computer 16 can only communicate on the comm line72 with the PUs 20 when the sync line 74 is low, it is ensured thatthere will never be a case when information is sent during the readcycle when interrupts are disabled.

In the host computer 16, the clear-to-send (CTS) line (not shown) onRS-232 ports regulates flow of data to and from the PUs 20 according towhen the line is high or low. The sync line 74 is thus connected to theCTS line through an RS-485 to RS-232 converter for preventing the hostcomputer 16 from sending data when the PU 20 is unable to process it.

Actuating the Automatic Servicing Unit

As previously noted, the system of the invention can include a second,occupant controlled transmitter for starting, controlling, and finishingservicing in accordance with the invention. The control transmitter 95,shown in FIG. 19 is arranged within the vehicle to be operated by anoccupant of the vehicle. Advantageously the control transmittercommunicates servicing data, for example, as to the amount or grade offuel to be supplied, or the money equivalent for which fuel is desiredand initiating and terminating the actual fueling operation.

In another embodiment, the control transmitter is an electromagnetic oracoustic wave transmitter/receiver means in the vehicle is capable ofcommunicating with a corresponding transmitter/receiver on the fueldispenser unit. Preferably, infrared (IR) light waves are employed.

In FIG. 15 a block scheme of the system of the present invention, onlypresented in most generalized form, is shown. Control transmitter 101has signal links 110 a and 110 b, respectively to and from a processingunit 20, which has further communication links 112 a and 112 b,respectively to and from operating control units 121.

In more detail, the control transmitter 101 includes elements necessaryfor transmitting a signal and initiating and controlling a serviceprocedure to a processing unit. In accordance with the invention thecontrols transmitter 101, is located within the vehicle to be serviced.

In an advantageous embodiment of the present invention the controltransmitter 101 includes a vehicle control means connected to a lightemitting diode (LED) for transmission of infrared light (IR) signals toat least one IR-receiver at the computer side of the links.Conventionally the electronic circuitry includes a custom-integratedcircuit, i.e., a chip which has been adapted for a specific sequence ofoperations. In the present case the circuitry is adapted fortransmitting and receiving specifically coded data signals.

It will be clear to one skilled in the art that communication linkagecan be effected also by other types of electromagnetic waves employingcorresponding transmitter/receiver combinations, or even by acousticwaves, consequently necessitating suitable transmitter/receiver devices.

The PU 120, including known memory units, and an arithmetic and logicunit, processes the above signals after having been converted to PUmatched signals. In particular the signals are directed to and fromrespective operating control units 121 including, for example, units forvehicle position determination, on-off controls and fuel type and volumedetermination. Generally PU 120 and units 121 are in one housing. Fromthis housing, circuitry is connected to different operating units, suchas robot arm devices, fuel supply devices, and communication means asfar as the computer side is involved.

In further embodiments the car-side part of the communication means caninclude more sophisticated operation devices such as in-car terminalsincluding keyboard means and display means, thus capable of beingemployed for much more advanced use. Also, combinations of theabove-mentioned in-car control transmitter are included in the presentinvention.

In FIG. 16 a block scheme of the system in accordance with the inventionis shown, presenting in more detail communication links between customeroperated communication means and specific control units for controllingcorresponding fuel supply operating units.

Analogous to FIG. 15, FIG. 16 shows control transmitter 101, a PU 120,and operating control units 131 to 136, the control units being linkedeither to the PU or between each other by means of links 131 a,b to 136a,b. Further to the above units a communication link interface 111 isshown, respectively linked to the communication means 101 through links113 a,b and to the PU 120 through links 114 a,b.

The communication links, both as shown in FIG. 15 and in FIG. 16 areemployed to allow the vehicle occupants to transmit signals controllingservicing being carried out. The data signals can include signals,concerning the vehicle, for example, fill pipe and fuel cap positiondata, fuel type data, and cap lock data. After having been received atthe computer side of the control system, the signals are processed andconverted to control data signals for the above operating units, whichwill be explained below, for the respective data, in particular withrespect to FIG. 18.

With reference to FIG. 17 the interface 111 is described in more detail.The vehicle occupant, having signaled his arrival through one or bothtransponders providing an identification signal to the system, parks thevehicle alongside a fuel dispenser unit and requests refueling byoperating the in-vehicle control transmitter which also can transmitpayment authorization and selection of fuel grade. The IR signals fromunit 140 are transmitted and are received, for example, by an IRreceiver 143.

The IR receiver 143 converts and forwards the signals in order to beprocessed in the PU 20.

As shown in FIG. 16, a position determination means 131 receives theabove image signals 131 a via the PU 20, and, after determination of theposition, data signals generated are supplied via a signal link 131 b toa memory unit of the PU 20 for being used in the further refuelingprocedure.

The signal forms representing coded data as mentioned above are ofinterest as well. The data signals coded in digital form are received bywell-known receiver means and processed in operating control units toidentify control data, fill pipe and fuel cap position data, cap lockcontrol data and fuel type and amount control data.

To start the fuel supply step the generated control data are read fromthe respective memory units and combined to a combined data acceptancesignal by means of the PU 20.

The combined data acceptance signal is sent to a robot arm control unit135 via a link 135 a in order to enable robotic fuel pump nozzle 9(shown in FIG. 1) to carry out the fuel supply step. Subsequently therobot arm will be moved into position along rail 8 to deliver the typeof fuel requested to the vehicle fueling port. After having beenconnected, the robot arm is moved to the fuel cap (not shown). The fuelcap is opened by means of an unlocking device built in the nozzle end ofthe robot arm.

Referring again to FIG. 16, in one embodiment a sensor 136 arranged uponthe robot arm nozzle 9 and activated during refueling by a signal link136 a detecting that the tank has been filled up, and generating adetection signal 136 b which is directed to the PU 20 which in turncontinues data processing in that the robot arm will be moved back toits starting position. In another embodiment, dependent on thefacilities arranged in the vehicle, an interruption signal for stoppingthe fuel supply step is generated by the customer, and subsequentlytransmitted to the PU 20, processed by the PU, and sent to the robotcontrol unit 135 to stop the fuel supply step. According to the controlsignal the robot arm is moved back to its starting position. In bothalternatives a reversed fuel cap handling procedure is followed.

As a last event in finishing the refueling procedure the customer has tobe informed that he is ready for departure. Again dependent on thefacilities present in the vehicle, in one embodiment on a display of thein-car terminal the above information is presented, whereas in anotherembodiment for example, a light signal or an acoustic signal is observedby the customer.

Now referring to FIG. 18 a flow chart of an embodiment of an operatingsequence to be effected by the system of the invention is shown.

In the FIG. 18 steps (a) to (k) are shown. The steps mainly correspondwith the procedures carried out by the system as explained above.

In step (a) the start request is presented subsequent to one or bothtransponders in the vehicle providing payment and servicing by a firstidentification signal provided to the customer identification andprocessing unit. The customer starts the servicing procedure usingtransmitter 95 after having parked the vehicle alongside the fueldispenser or other servicing unit. In a further embodiment, a parkingdetecting and parking control procedure can be provided, especially forrefueling, in order to insure parking at the right place therebyassuring that the robot arm can reach the fueling port of the vehicle.

In steps (b) and (c), respectively, the above-mentioned signal isprocessed in order to generate a combined data acceptance signal forfurther control of the robot arm and to start the fuel supply steps ofthe refueling procedure.

In steps (d), (e), and (f) fuel is supplied by means of the robot armoperation as explained above.

In step (g) finishing or interruption of the refueling procedure ispresented whereas in step (h) a further check on the procedure iscarried out.

In steps (i) and (j) finishing the fueling procedure is carried out inaccordance with the data supplied. Corrections or modifications can becarried out before going for step (k), which is a restarting operation.

In a further advantageous embodiment of the system of the presentinvention the communication means communicates further refuelingprocedure data. In particular such data, which relates to the amount offuel to be supplied, or the money equivalent for which fuel is desired,can be transmitted as coded data also.

In the sequence any system shown above the refueling procedure iscarried out fully automatically.

In accordance with the invention electronic circuitry for holding theabove-mentioned data and to be used for communication to the abovesystem is provided also. The invention furthermore provides a fueldispenser unit coupled to the above system.

Various modifications of the present invention will become apparent tothose skilled in the art from the foregoing description and accompanyingdrawings. For example, a freely moveable and hand-operated service panelfor IR communication is also encompassed by the invention.

The system of the present invention allows the quick, efficient, andsafe providing of service for vehicles and the vehicle's occupants,generally without the vehicle occupant having to emerge from the vehicleor to become physically involved in the actual servicing of the vehicle.In accordance with the invention, fuel, for example, can be paid for,selected, and pumped into the vehicle's tank, all with the vehicleoperator remaining in the vehicle in full control of the operation andwithout having to roll the window down. Other services, such as thewashing of the vehicle, can be provided in a similar fashion. Exitingthe vehicle during the servicing stop is limited to situations where itis desired to use the station's bathroom facilities or obtainmerchandise available at a dispensing station. With respect to obtainingmerchandise at a remote dispensing station, the present system allowsautomatic prepayment thereby speeding up the process. The system of theinvention further provides considerably enhanced safety, especiallyduring the critical and potentially hazardous refueling operation. Therobotic aspect of the invention permits fueling of the vehicle withoutany direct involvement by any of the vehicle's occupants who remainwithin the vehicle and do not take part in the actual pumping operation.The vehicle's occupants do, however, retain control over the automaticrefueling operation using the signal generating device of the inventionwhich allows selection of fuel grade, amount of fuel, and immediatestarting and termination of the refueling operation and may also providethe initial, identification signal as well.

As already noted, the system of the invention operates initially byreceiving a signal from the vehicle or its occupant, either as itapproaches the dispensing terminal or at the terminal itself. Thissignal identifies the customer and the credit arrangement for paymentand transmits an authorization signal to the central control facility.Once the vehicle is properly aligned at the dispensing terminal, thecustomer, who may be the vehicle driver or other occupant, signals frominside the vehicle or nearby using a hand-held control device,indicating the type and quantity or value of fuel or other merchandiseor services desired, and initiates the desired servicing procedure.

In the case of fueling the vehicle, the robotic fuel pump, onceactivated, automatically positions itself in alignment with thevehicle's refueling port, removes the fuel cap from the vehicle, insertsthe fueling nozzle into the fuel filler pipe and begins pumping theindicated quantity and type of fuel into the vehicle. Systems aligningthe fuel pump with the vehicles refueling port are described in thenoted Corfitsen patent incorporated herein by reference. At theconclusion of the refueling operation, the pump nozzle is automaticallywithdrawn from the vehicle, the cap is replaced and the vehicle is readyto proceed. Identification of the exact location of the vehicle and thefueling port are advantageously facilitated by providing sensors on thevehicle either proximate the fueling port or in another location withthe necessary parameters to identify the exact location and type of fuelport being stored in a data bank accessible to the computer controlsystem. Alternatively, information relating to the vehicle type and theexact location and characteristics of the fueling port could be storedin the data bank activated when the vehicle first approaches theservicing terminal.

The system of the invention can be further facilitated by providing adata screen at the terminal station which is visible to the occupants ofthe vehicle providing information, for example, relating to propervehicle positioning, grades of available fuel, quantity to be pumped orbeing pumped, cost, and additional goods and services available throughthe system.

Additionally, the system of the present invention can be provided inseveral variations. As heretofore described, the first signalinggenerator, which authorizes the transaction and payment and identifiesthe customer, can be a vehicle-mounted transponder or alternatively ahand-held transponder which functions once the vehicle has stopped alongside the dispensing terminal. In alternative embodiments, one or theother of the hand-held or the car mounted first signal transponders maybe dispensed with and only a signal transponder unit employed. Further,the hand-held, first signal transponder could be combined into a singleunit with the second signal control transmitter employed by the vehicleoccupant to initiate, select, and control the actual servicing of thevehicle.

Typically, the vehicle-mounted transponder may include its own powersource and transmitter for producing a return signal to the dispensingterminal upon coming within range of the RF power pulse broadcast fromthe terminal, although it will be understood that a passive vehiclemounted transponder relying on energy received from the terminaltransmitter, as heretofore described, could be used.

It will be apparent to those skilled in the art that variousmodifications and variations can be made in accordance with the presentinvention without departing from the scope or spirit of the invention.Other embodiments of the invention will be apparent to those skilled inthe art from consideration of the specification and examples that shouldbe considered as exemplary only with a true scope and spirit of theinvention being indicated by the following claims.

What is claimed is:
 1. A system for allowing an occupant of a vehicle toinitiate, pay for, and control remotely servicing of the vehicle and itsoccupants, the system comprising: a customer identification andprocessing unit for transmitting customer identification data and forproducing a signal authorizing payment and approving servicing of thevehicle and its occupants in response to a communicated identificationsignal from the vehicle; an automatic servicing unit operativelyconnected to said identification and processing unit for servicing thevehicle and its occupants upon receipt of an authorization signal andthe approval signal from the identification and processing unit; andsignal communicator means for communicating said identification signaland for producing said authorization signal and controlling saidservicing.
 2. The system of claim 1 wherein said signal communicatormeans is a single unit.
 3. The system of claim 2 wherein said servicingunit includes means for refueling the vehicle and said signalcommunicator includes means for initiating and terminating saidrefueling and selecting a grade of fuel for said refueling.
 4. Thesystem of claim 3 wherein said means for initiating and terminatingrefueling and said fuel grade selection are controlled by one of saidvehicle occupants.
 5. The system of claim 3 wherein said identificationsignal is communicated from said communicator means.
 6. The system ofclaim 2 wherein said communicator means is configured to be controlledby one of said vehicle occupants.
 7. The system of claim 2 wherein saididentification signal is communicated from said communicator means. 8.The system of claim 2 wherein said communicator means automaticallycommunicates said identification signal and said authorization signalwithin a predetermined distance from the customer identification andprocessing unit.
 9. The system of claim 1 wherein said signalcommunicator means comprises a first signal communicator fortransmitting said identification signal and a second signal communicatorcontrolled by one of the vehicle occupants.
 10. The system of claim 9wherein said second signal communicator produces said authorizationsignal and controls said servicing.
 11. The system of claim 10 whereinsaid second signal communicator also produces said identificationsignal.
 12. The system of claim 10 wherein said servicing includes meansfor initiating and terminating refueling and selecting fuel grade. 13.The system of claim 11 wherein said servicing includes means forinitiating and terminating refueling and selecting fuel grade.
 14. Asystem for allowing an occupant of a vehicle to initiate, pay for, andcontrol remotely refueling of the vehicle from the vehicle, the systemcomprising: a customer identification and processing unit for retainingand transmitting customer identification data and for producing a signalauthorizing payment and approving refueling of the vehicle in responseto an identification signal communicated continuously from the vehicle;an automatic refueling unit operatively connected to said identificationand processing unit for refueling the vehicle upon receipt of a controlsignal from the vehicle and the approval signal from the identificationand processing unit; a first signal communicator for transmitting saididentification signal that is receivable by said identification andprocessing unit when the vehicle is within a predetermined range of theidentification and processing unit; a second signal communicator,controlled by the occupant of said vehicle, for producing said controlsignal to select a grade of fuel and initiate and terminate saidrefueling; and said identification and processing unit including meansfor receiving said identification signal transmitted from said firstsignal communicator.
 15. A system for allowing an occupant of a vehicleto initiate, pay for, and control remotely refueling of the vehicle, thesystem comprising: a customer identification and processing unit forretaining and transmitting customer identification data and forproducing a signal authorizing payment and approving refueling of thevehicle in response to a communicated identification signal from avehicle occupant; an automatic refueling unit operatively connected tosaid identification and processing unit for refueling the vehicle andservicing of its occupants upon receipt of a control signal occupant andthe approval signal from the identification and processing unit; asignal communicator for transmitting said identification signal to saididentification and processing unit and including means for producingsaid control signal to initiate and terminate refueling and select agrade of fuel; and said identification and processing unit includingmeans for receiving said identification signal transmitted from saidsignal communicator.
 16. A system for allowing an occupant of a vehicleto initiate, pay for, and control remotely refueling of the vehicle andproviding services to its occupants, the system comprising: a customeridentification and processing unit for retaining and transmittingcustomer identification data and for producing a signal authorizingpayment and approving refueling of the vehicle and servicing of itsoccupants in response to an identification signal communicatedcontinuously from the vehicle; an automatic refueling unit operativelyconnected to said identification and processing unit for refueling thevehicle upon receipt of a control signal from the vehicle and theapproval signal from the identification and processing unit; a signalcommunicator for transmitting said identification signal that isreceivable by said identification and approval and processing unit andincluding means controlled by the vehicle's occupant for producing saidcontrol signal to initiate and terminate refueling and select a grade offuel; and said identification and processing unit including means forreceiving said identification signal transmitted from said signalcommunicator.
 17. The system of claim 16 wherein said communicator meansautomatically communicates said identification and authorization signalwithin a predetermined distance from the customer identification andprocessing unit.
 18. A system for allowing an occupant of a vehicle toinitiate, pay for, and control remotely refueling of the vehicle fromthe vehicle, the system comprising: a customer identification andprocessing unit for retaining and transmitting customer identificationdata and for producing a signal authorizing payment and approvingrefueling of the vehicle and sales to its occupants in response to anidentification signal transmitted continuously from the vehicle; anautomatic refueling unit operatively connected to said identificationand processing unit for refueling the vehicle upon receipt of a controlsignal from the vehicle and the approval signal from the identificationand processing unit; a first signal communicator for transmitting saididentification signal that is receivable by said identification andprocessing unit when the vehicle is within a predetermined range of theidentification and processing unit; a second signal communicatorcontrolled by the vehicle occupant for transmitting said identificationsignal and for producing said authorization signal to initiate andterminate refueling and select a grade of fuel; and said identificationand processing unit including means for receiving said identificationsignal transmitted from said first signal communicator.
 19. A system forallowing occupants of a vehicle to initiate, pay for, and controlremotely refueling of the vehicle and providing services to theoccupants, the system comprising: a customer identification andprocessing unit for retaining and transmitting customer identificationdata and for producing a signal authorizing payment and approvingrefueling of the vehicle and services to its occupants in response to acommunicated identification signal; an automatic refueling unitoperatively connected to said identification and processing unit forrefueling the vehicle upon receipt of an authorization signal andapproval signal from the identification and processing unit; and signalcommunicator means for communicating said identification signal and forproducing said authorization signal and controlling said refueling. 20.The system of claim 19 wherein said signal communicator means is asingle unit.
 21. The system of claim 20 wherein said automatic refuelingunit includes means for initiating and terminating said refueling andselecting a grade of fuel for said refueling.
 22. The system of claim 21wherein said means for initiating and terminating refueling and saidfuel grade selection are controlled by one of said vehicle occupants.23. The system of claim 21 wherein said identification signal iscommunicated continuously from said communicator means.
 24. The systemof claim 20 wherein said identification signal is communicated from saidcommunicator means in response to a signal received by the communicatormeans from the customer identification and processing unit.
 25. Thesystem of claim 20 wherein said communicator means is controlled by oneof said vehicle occupants.
 26. The system of claim 19 wherein saidsignal communicator means comprises a first signal communicator fortransmitting said identification signal and a second signal communicatorcontrolled by one of the vehicle occupants.
 27. The system of claim 26wherein said second signal communicator produces said authorizationsignal and controls said servicing.
 28. The system of claim 27 whereinsaid second signal communicator also produces said identificationsignal.
 29. The system of claim 28 wherein said servicing includesinitiating and terminating refueling and selecting fuel grade.
 30. Thesystem of claim 27 wherein said servicing includes initiating andterminating refueling and selecting fuel grade.
 31. The system of claim19 wherein said automatic refueling unit includes an automatic fueldispenser for supplying said fuel to said vehicle which includes meansfor transferring fuel from bulk storage to an inlet of a fuel tank inthe vehicle, said means for transferring including a moveable dispensinghead and associated nozzle, guidance means for directing said dispensinghead and nozzle toward the fuel tank inlet and engagement means forengaging and disengaging said nozzle and said fuel tank inlet.